Automatic vehicle-brake



(No Model.)

A. L. HAGEN .8; I'. E. DYER. f AUTOMATIC VEHIGLB BRAKE.

No. 460,011. Patented Sept. 22, 1891.

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UNITED STATES PATENT OFFICE.

ALFRED L. HAGEN, OF FRANKLIN, AND FRANK E. DYER, OF MOUNT DESERT, MAINE.

AUTOMATIC VEHICLE-BRAKE.

SPECIFICATION forming part of Letters Patent No. 460,011, dated September 22, 1891.

Application filed December 6, 1890. Serial No. 373,742. (No model.)

` lowing is a fullfclear, and exact description.

The object of the invention is to provide a new and improved vehicle-brake which is simple and durable in construction, very effective and entirely automatic in operation, and is more especially designed for use on road wagons and other vehicles.

The invention consists in certain parts and A details and combinations of the same, as will be described hereinafter, and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures. l

Figure l is asectional side elevation of the improvement as applied. Fig'. 2 is an inverted plan view of the same. Fig. 3 is a transverse section of the same on the line ma@ of Fig. l; Fig. 4 is an inverted plan View of the front bolster and its block, the king-bolt being in section and Fig. 5 is a plan view of the powertransmitting mechanism.

The improved automatic vehiclebrake, as shown in the drawings, is applied to a road wagon A of any approved construction, and provided with the usual bed or body B, hav ing a front bolster C, supported on the front axle D, carrying the usual wheels E. On the rear end of the bed or bodyB is arranged the bolster C', connected with the rear axle F, supporting the rear wheels G. The latter are adapted to be braked by the brake-shoes H, hung in any suitable manner on the crankarms I', formed or secured on the transverselyextending shaft I, mounted to turn in suitable bearings on the under side of the bed or body.

On the under side of the front bolster C and at its middle is secured a longitudinallyextending block J, fitted to slide with its un-.

by the head K of the king-bolt K, held in the front axle D in the usual manner. The head K of the king-bolt K is free to slide in the longitudinally-extending groove J, thus permitting' a forward-and backward movement of the vehicle bed or body B relatively to the front axle. At the same time the front wheels can be turned in the usual manner, the king-bolt being the axis.

At the rear side of the front axle D and in themiddle of the same is formed or secured an eye L, into which is hooked a rod N, extending rearward a suitable distance beyond the rear axle F, as is plainly illustrated inthe drawings. From the rear end of this rod N extends forward a rope or chain N', passing partly around the periphery of a wheel O, mounted to turn on a suitable stud O', secured to the rear axle F. A second but smaller wheel O2 is formed on the top face ot' the wheel O, and is connected at its periphery by a chain P with the arm I2, extending from the shat't I of the ordinary brake mechanism previously described.

In order to retain the rod N in place at or near its rear end, the wheel O is provided at its bottom with an annular flange O3, on which is adapted to rest the said rod, and also the chain or rope N. A pin O4 or a suitable bracket is held on the rear axle F to prevent lateral displacement o the rod N. The arm I2 of the rod I is also connected with a chain Q, extending forward and connecting with the rod N near its front end, as is plainly shown in the drawings. This chain Q in the ordinary position is slack, as illustrated in Fig. l.

Between the connection of the chain Q With the rod N and the front end of the said rod is fitted to slide thehead R of the reach R, connected in the usual manner with the rear axle F. A spring S is coiled on the said rod N between the head R and a pin T, secured to the rod N. The rearward sliding motion of the head R of the reach R is limited as soon as the spring S is fully compressed against the fixed pin T.

In order to lock the king-bolt K in place when the operator desires to back up ateam and wagon, a spring-pressed rod U is provided, which slides through the block .I from the top into the longitudinal groove J to en- IOO gage the head of the kingbolt K. The springpressed rod U in its normal position is disengaged from the slot J', as is plainly shown in Fig. l, and is entirely under the control ot' the operator.

The operation is as follows: XVhen a vehicle provided with the automatic brake is drawn forward on level ground, the brake-shoes H of the ordinary brake mechanism are out of Contact with the rear wheels G on account of the chain Q being drawn taut by the forward movement of the rod N and the rearward movement of the reach R, the spring S then being compressed and the king-bolt K being in its outermost position in the groove J of the block J Now when the vehicle passes down a grade the weight on the wagon bed or body B causes a forward sliding of the said bed or body, which usually takes place suddenly on account of the team holding back on the tongue connected with the front axle D. This forward sliding of the bed o1' body brings the rear axle F nearer to the front axle B, and at the same time the rodN slides rearward and, by its chain N pulling on the wheel, turns the latter, so that the wheel O2 is also rotated, thereby winding up the chain P, which thus draws on the arm 12 and causes the shaft I to swing so that the crank-arms I move the brake-shoes H into frictional contact with the rear wheels Gr. The vehicle is then braked automatically by the movement of the vehicle bed or body. It is evident that the heavier the load in the vehicle bed or body the harder the brake-shoes will be drawn against the rear wheels G, so as to brake the latter with more force, thereby relieving the team from all strain. As soon as the vehicle reaches level ground the team, pulling on the front axle in the usual manner, causes a forward movement of the axle with relation to the rear axle, so that the two axles are drawn apart somewhat, whereby the rod N slides forward and by its chain N releases the wheel O, and at the same timethe chain Q is again drawn taut, thus pulling the brake-shoes ll oft the rear wheels Gr. The reach R naturally moves away from the front axle D when the two axles D and F are drawn apart, as above described, so that the spring S is again compressed on the iixed pin T. Vhen going uphill, the brake-shoes remain off of the wheels, as the two axles D and F are then separated as much as possible, and the spring S will be most heavily compressed by the rearward sliding of the rear axle F, which draws the reach R along and causes the head R to strongly compress the spring S. Then the vehicle is to be backed up, the operator presses the rod U so as to move the lower end of the same into the path of the head of the king-bolt K, so

f that the rearward movement of the axle D is quires no attention Whatever from the drivel' either when going up or down hill or when traveling on level ground. It is further evident that as the brakeshoes are applied with more or less force, according to the weight on the wagon bed or body and the steepness of the grade, all strain is taken off of the team and the vehicle travels downhill easily.

By using the differential wheels O and O2 the power of the brake is multiplied and the brake is quickly and surely applied, as it rcquires b ut a slight forward motion of the wagon bed on the front axle to draw the brake-shoes very tight. This slight forward movement of the bed naturally requires a holding back of the front axle by the team, but bythe differential wheels above mentioned the hold-back power required of the team is reduced to a minimum.

Having thus described our invention, we claim as new and desire to secure by Letters Patentl. The combination, with a vehicle having the front end of its body fitted to slide on the front axle, of a rod secured to the front axle and extending rearwardly beyond the rear axle, a reach secured to the rear axle and having asliding connection with the rod, a brake and connections between the brake and the forward and rear ends of the rod for applying and removing the brakes, substantially as described.

2. The combination, with the front axle carrying a king-bolt whose head projects above the same, of a front bolster connected with the body, and a block secured to the bolster and havinga longit udiual groove in which the head of theking-bolt works, substantially as described. p

The combination, with the front axle carrying a kingbolt whose head projects above 'the same, of a bolster secured to the body, a block secured to the bolster and having a longitudinal groove in its under side, in which the head of the king-bolt works, and a sliding locking-rod adapted to be projected into the groove of the block to engage the head of the king-bolt, substantially as and for the purpose set forth.

at. The combination, with a vehicle having its bed or body fitted to slide on the king-bolt of the front axle, of a rod connected with the front axle and extending rearward, Va reach secured to the rear axle of the said vehicle and tted to slide at its front end on the said rod, an ordinary brake mechanism adapted to be actuated iand controlled from the said rod, and a stop-pin held on the said rod for limiting the rearward sliding motion of the said reach, substantially as shown and described.

5. The combination, with a vehicle having its bed or body fitted to slide on the king-bolt of the front axle, of a rod connected with the front axle and extending rearward, a reach secured to the rear axle of the said vehicle and fitted to slide at its front end on the said IOO ITO

rod, an ordinary brake mechanism adapted to be actuated and controlled from the'said rod, a stop-pin held on the said rod for limiting the rearward sliding motion of the said reach, and a spring interposed between the said stop-pin and the sliding head o f the reach, substantially as shown and described.

6. The combination, with a rod connected with the front axle and adapted to slide longitudinally, of a chain or rope connected with the rear end of the said rod, a wheel mounted to turn at the rear end of the vehicle and connected with the said chain or rope, a second chain or rope also connected with the said Wheel and with the ordinary brake mechanism and which actuates the same, substantially as shown and described.

7. The combination, with a rod connected with the front axle and adapted to slide longitudinally, of a chain or rope connected with the rear end of the said rod, a wheel mounted to turn at the rear end of the vehicle and connected with the said chain or rope, a second chain or rope also connected with the said Wheel, and an ordinary brake provided with an arm connected with the said second-named chain, substantially as shown and described.

8. The combination, with a Vehicle having the front end of its bed or body fitted to slide on the king-bolt held in the front axle, of an ordinary brake mechanism adapted to brake the rear Wheels, a chain or rope connected with an arm on the said ordinary brake mechanism,a Wheel connected with the said chain, a second larger wheel integral with the said first-named wheel7 a second chain connected with Athe said second wheel, and a rod connected with the said second chain and also connected with the said front axle, substantially as shown and described.

9. The combination, with a Vehicle having the front end of its bed or body fitted to slide on the king-bolt held in the front axle, of an ordinary brake mechanism adapted to brake the rear wheels, a chain or rope connected With an arm on the said ordinarybrake mechanism, a wheel connected With'the said chain, a second larger Wheel integral with the said first-named wheel, a second chain connected with the said second Wheel, a rod connected with the said second chain and also connected with the said front axle, and a reach extending from the rear axle of the said vehicle and having a head fitted to slide on the said rod, substantially as shown and described'.

l0. The combination, with a Vehicle having the front end of its bed or body fitted to slide on the king-bolt held in the front axle, of an ordinary brake mechanism adapted to brake the rear Wheels, a chain or rope connected with an arm on the said ordinary brake mechanism, a Wheel connected with the said chain, a second larger wheel integral with the said first-named Wheel7 a second chain connected with the said second Wheel, a rod connected with the said second chain and also connected with the said front axle, a reach extending from the rear axle of the said Vehicle and having a head fitted to slide on the said rod, and a stop-pin for limiting the rearward 1notion of the head of the said reach, substantially as shown and described.

LFRED L. HAGEN. FRANK E. DYER.

Witnesses for A. L. Hagen:

G. B. JOY,

A. D. STUART. Witnesses for F. E. Dyer:

THEO. G. HosTER,

C. SEDGWICK. 

